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© 2000 Gulfstream Aerospace Corporation

All rights reserved, including the right to reproduce this publication. No part may be reproduced, stored in any
retrieval system, or transmitted in any part or form or by any means, electronic, photo-copying, microfilm,
microfiche, mechanical, or otherwise, without prior written permission of Gulfstream Aerospace Corporation.
Gulfstream IV
OPERATING MANUAL

JOINT AVIATION REQUIREMENTS OPERATIONS SUPPLEMENT


GIV OPERATING MANUAL SUPPLEMENT NO. GIV-OMS-01
LIST OF EFFECTIVE PAGES

SECTION PAGE DATE


CONTENTS 1 August 15, 2000
CONTENTS 2 August 15, 2000
GIV-OMS-01 1 August 15, 2000
GIV-OMS-01 2 August 15, 2000
GIV-OMS-01 3 August 15, 2000
GIV-OMS-01 4 August 15, 2000
GIV-OMS-01 5 August 15, 2000
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GIV-OMS-01 20 August 15, 2000
GIV-OMS-01 21 August 15, 2000
GIV-OMS-01 22 August 15, 2000

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Gulfstream IV
OPERATING MANUAL

JOINT AVIATION REQUIREMENTS OPERATIONS SUPPLEMENT


GIV OPERATING MANUAL SUPPLEMENT NO. GIV-OMS-01
TABLE OF CONTENTS

SUBJECT PAGE
GENERAL ................................................................................................................ 1
Introduction ......................................................................................................... 1
ONE ENGINE INOPERATIVE CRUISE SPEED ...................................................... 3
TAKEOFF LINE-UP ALLOWANCE.......................................................................... 3
TAKEOFF ON CONTAMINATED RUNWAYS.......................................................... 3
Runway Surface Contamination ........................................................................ 4
REFERENCE ACCELERATE-STOP DISTANCE ................................................. 6
FLAPS 20°................................................................................................................... 6
FLAPS 10°................................................................................................................... 7
REFERENCE ACCELERATE-GO DISTANCE ..................................................... 8
FLAPS 20°................................................................................................................... 8
FLAPS 10°................................................................................................................... 9
CLIMB GRADIENT CORRECTIONS
FOR BANK ANGLES GREATER THAN 15 DEGREES......................................... 11
FLAPS 20° GRADIENT CORRECTION FOR STEADY BANKED TURN ........... 12
FLAPS 10° GRADIENT CORRECTION FOR STEADY BANKED TURN ........... 12
GO-AROUND GRADIENT LIMIT WEIGHT
FOR DECISION HEIGHTS LESS THAN 200 FEET............................................... 13
MAXIMUM ALLOWABLE LANDING GROSS
WEIGHT PERMITTED BY CATEGORY II OPERATIONS.................................. 14
APPROACH FLAPS 39°, ANTI-ICING OFF............................................................... 14
APPROACH FLAPS 39°, COWL ANTI-ICING ON..................................................... 15
APPROACH FLAPS 39°, COWL AND WING ANTI-ICING ON ................................. 16
LANDING - DRY, WET OR CONTAMINATED RUNWAYS.................................... 17
JAR-OPS LANDING DISTANCE......................................................................... 18
FLAPS 39°, ANTI-SKID SYSTEM OPERATIVE ........................................................ 18
FLAPS 39°, ANTI-SKID SYSTEM INOPERATIVE..................................................... 19
FLAPS 20°, ANTI-SKID SYSTEM OPERATIVE,
AUTOMATIC GROUND SPOILERS ARMED AND OPERATIVE............................... 20
FLAPS 10°, ANTI-SKID SYSTEM OPERATIVE,
AUTOMATIC GROUND SPOILERS ARMED AND OPERATIVE............................... 21
FLAPS 0°, ANTI-SKID SYSTEM OPERATIVE,
AUTOMATIC GROUND SPOILERS ARMED AND OPERATIVE............................... 22

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JOINT AVIATION REQUIREMENTS OPERATIONS SUPPLEMENT


GIV OPERATING MANUAL SUPPLEMENT NO. GIV-OMS-01

GENERAL

Introduction:
This GIV Operating Manual Supplement is provided for compliance with the
requirements of Joint Aviation Requirements (JAR-OPS 1) per the Joint Aviation
Authorities. By reason of overriding Joint Aviation Authority requirements, this
supplement is not totally suitable for complying with United States Federal
Aviation Regulations.
Data provided in this supplement must be attached to the GIV Operating Manual
for JAR operations, and used in lieu of similar FAA-approved data seen in the
basic GIV Operating Manual. For all Limitations, Procedures and Performance not
contained in this supplement, consult the basic GIV Operating Manual.

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ONE-ENGINE INOPERATIVE CRUISE SPEED

The operator should refer to the Preflight Planning and Performance Section of the Gulfstream
IV Operating Manual for the one-engine inoperative cruise speed capabilities based on maximum
continuous thrust. The information supplied will satisfy the requirement of JAR-OPS
1.485(a)(2).

TAKEOFF LINE-UP ALLOWANCE

The takeoff line-up allowance of the airplane is 100 ft and should be considered whenever
required takeoff field length is close to the distance available. This allowance is somewhat
conservative because it is larger than the actual minimum turning radius of 39.58 feet between
the main and nose landing gears when the nose gear is turned at the maximum steering angle.
Differential braking and asymmetric thrust should be used to achieve a minimal turn radius.
Takeoff distances required as computed using the GIV AFM do not include a line-up allowance.
Hence, the takeoff line-up allowance of 100 feet should be subtracted from the actual runway
length to determine the takeoff distance available.

TAKEOFF ON CONTAMINATED RUNWAYS

Takeoff distances computed using accelerate-go and accelerate-stop charts provided in the basic
GIV AFM make no allowance for wet or contaminated runways. Hence, the related AFM text
and charts seen in the Performance Section of the AFM are replaced by the following, revised
text and charts.
The Reference Accelerate-Go chart for 20° flaps provides adjustment grids to modify the actual
runway length available for runway clearway and slope, tailwind, cowl anti-icing bleeds on, cowl
and wing anti-icing bleeds on and RSC (runway surface contamination depth in equivalent inches
of water). The Reference Accelerate-Go chart for 10° flaps provides similar adjustment grids to
those of 20° flaps except that the adjustment grid for RSC is omitted. Takeoff with 10° flaps is
prohibited in significant RSC depth.
The Reference Accelerate-Stop chart for 20° flaps provides adjustment grids that modify the
accelerate-stop distance available (actual runway length plus stopway) to account for runway
slope, tailwind, cowl and wing anti-icing bleeds on, anti-skid system inoperative, RSC and RCR
(runway condition reading). Runway length adjustment for the use of cowl anti-icing is indicated
by the note on this chart. The Reference Accelerate-Stop chart for 10° flaps provides adjustment
grids similar to those of 20° flaps except that the adjustment grid for RSC is omitted. Takeoff
with 10° flaps is prohibited in significant RSC depth. Takeoff with 10° flaps is also prohibited
when the anti-skid system or automatic ground spoilers are inoperative.

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Runway Surface Contamination


Runway surface contamination, consisting of water, snow, slush or ice, reduces the tire-to-
runway friction coefficient and, if of significant depth, may substantially retard motion of the
aircraft. The tire-to-runway friction level is stated as an RCR level (Runway Condition Reading)
that can vary from a hard-dry surface (RCR = 23) to a slick ice condition (RCR = 5). When RCR
is not known, the following values should be assumed based on observed runway conditions:

RUNWAY ICAO BRAKING


CONDITION RCR ACTION DESIGNATION

Dry 23 Good
Wet 12 Medium
Icy 5 Poor

If the runway surface contamination (RSC) is of significant depth, the contamination depths may
be given as an RSC value (stated as equivalent water depth in tenths of an inch). Precipitation
depths of various contaminants equated to RSC value are seen below:

PRECIPITATION DEPTH - INCHES

DEPTH OF SLUSH DEPTH OF DRY RSC VALUE


OR HEAVY WET SNOW LOOSE SNOW (Water)
0.00 0.00 0.0
0.12 0.27 0.1
0.24 0.53 0.2
0.37 0.80 0.3

Takeoffs should not be attempted through areas of standing water more than 1.0 inch (2.54 cm)
that may produce engine flameout due to water ingestion. The air start ignition must be selected
"ON" for takeoff and landing on runways with standing water, slush or snow. Other limiting
conditions that must be observed for takeoffs when RSC is of significant depth are as follow:

1. Average level of RSC not greater than 0.3 (equivalent water depth in inches)
2. Runway ambient temperature not greater than ISA+20°C
3. Minimum takeoff decision speed not less than V1/VR = 0.80
4. Rated Takeoff Thrust (i.e., no reduced power takeoffs)
5. Flaps at 20° only
6. Anti-skid system operative
7. Automatic ground spoilers operative
8. Runway slope not greater than 1%
9. No Tailwind

NOTE: For RSC greater than 0.0, use RCR Wet correction (RCR = 12) in addition to RSC
correction in the flaps 20° Reference Accelerate – Stop Distance chart.

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The following example (refer to basic GIV AFM charts as necessary) illustrates a takeoff
performance computation on a wet, contaminated runway.

Example: Determine if field length limited for a given gross weight. If not limited by field
length, determine the possible range for V1/VR.

Given: Airport Ambient Temperature............................................................................-5°C


Airport Pressure Altitude ........................................................................... 6000 feet
Flaps .....................................................................................................................20°
Takeoff Gross Weight .................................................... 63,000 pounds (28,580 kg)
Available Runway Length (Actual less 100 ft line-up)........... 10,700 feet (3262 m)
Runway Slope........................................................................................+1% (uphill)
Stopway.......................................................................................... 400 feet (122 m)
Clearway......................................................................................... 600 feet (183 m)
Headwind .....................................................................................................10 knots
RCR............................................................................................................ 12 (Wet)
RSC ................................................................................................................... 0.17
Cowl and Wing Anti-Icing ................................................................................. ON
Anti-skid System ................................................................................. OPERATIVE
Ground Spoilers................................................................................... OPERATIVE

Solution:
A. Enter the Flaps 20° MAXIMUM ALLOWABLE TAKEOFF GROSS WEIGHT
chart at -5°C (see AFM), read right to the pressure altitude of 6000 feet and down to
an intercept with the takeoff gross weight of 63,000 pounds (28,580 kg).
B. At the Step A intercept, read an effective runway length required of 5300 feet
(1615 m).
C. Enter the Flaps 20° REFERENCE ACCELERATE-STOP DISTANCE chart with:
Accelerate-stop distance available = 11,100 feet (10,700 + 400) (3384 m)
Determine the reference accelerate-stop distance = 6450 feet (1967 m).
D. Enter the Flaps 20° REFERENCE ACCELERATE-GO DISTANCE chart with:
Available Runway Length = 10,700 feet (3262 m)
Determine the reference accelerate-go distance = 6500 feet (1982 m).
E. Enter the Flaps 20° RUNWAY LENGTH AND V1 ADJUSTMENTS chart (see
AFM) with the effective runway length = 5300 feet (1615 m). Any V1/VR ratio
along this line can be selected if it results in reference accelerate-stop and
accelerate-go distances less than those determined in steps C and D of this example.
V1/VR can range from 0.85 to 1.00. Refer to AFM Performance Section for
subsequent takeoff planning.

NOTE: Lower values of V1/VR can be used to reduce wear on the brakes if a stop is
necessary. For obstacle clearance, higher values of V1 may be used to reduce the
reference accelerate-go distance which determines reference zero. Moving the
reference zero point closer to brake release results in a greater horizontal distance
in which to clear the obstacle. See AFM Performance Section for limitations on
V1.

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CLIMB GRADIENT CORRECTIONS FOR BANK ANGLES GREATER THAN 15


DEGREES

The performance of the airplane in a steady banked turn which can be carried out in the takeoff
second segment is presented in the following tables as a gradient decrement. This decrement is
applied to the 400 foot net gradient obtained from the Available Net Gradient Takeoff
o
Second
Segment Climb chart. The speed increments shown for bank angles greater than 15 are to assure
that adequate stall margins are maintained during the turn. Interpolation should be used for bank
angles between those shown in the tables, or the next higher bank angle can be used for an easier
and more conservative solution.

o
EXAMPLE: Determine the available 400 foot net gradient for a 23 steady banked turn during
the takeoff second segment.
o
Given: Airport Ambient Temperature .................................................................................. -5 C
Airport Pressure Altitude .................................................................................. 6000 feeto
Flaps ............................................................................................................................ 20
Takeoff gross weight ............................................................ 72,000 pounds (32,659 kg)
Headwind.............................................................................................................10 knots
Cowl Anti-Icing ......................................................................................................... ON

Solution:
A. Determine
o
non-banked available 400 foot net gradient from the
Flaps 20 AVAILABLE NET GRADIENT, TAKEOFF SECOND
SEGMENT CLIMB chart equal to 3.52%.
o o
B. Determine from the Flaps 20 table
o
the gradient correction for a 20
bank is 0.76%. Likewise, the 25 bank correction is 1.14%.
o
C. Find the 23 bank correction by interpolation as follows:
Correction = (1.14 - 0.76) x (23 - 20) / (25 - 20) + 0.76 = 0.99%
D. Compute the available 400 foot net gradient = 3.52 - 0.99 = 2.53%

The more conservative approacho would be to use the next higher bank angle to obtain the
correction. In this example the 25 bank correction is 1.14% and the resulting available 400 foot
net gradient would be = 3.52 - 1.14 = 2.38%.

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o
FLAPS 20 GRADIENT CORRECTION FOR STEADY BANKED TURN:

BANK SPEED GRADIENT CORRECTION


o
15 V2 0.38
o
20 V2 + 5 kt 0.76
o
25 V2 + 10 kt 1.14

o
FLAPS 10 GRADIENT CORRECTION FOR STEADY BANKED TURN:

BANK SPEED GRADIENT CORRECTION


o
15 V2 0.36
o
20 V2 + 5 kt 0.72
o
25 V2 + 10 kt 1.08

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GO-AROUND GRADIENT LIMIT WEIGHT FOR DECISION HEIGHTS LESS THAN


200 FEET

Maximum landing gross weight is established by the Category II go-around requirements of an


engine failure that is assumed to occur at a minimum decision height of 100 feet. Landing
weight limitation charts provided meet the required 2.5% minimum climb gradient (contact with
the runway surface does not occur and the ICAO 1:40 Missed Approach Surface Criteria are
satisfied).

NOTE: Maximum landing weights established from the charts may be further limited in
accordance with SECTION 1 - LIMITATIONS.

Applicable Conditions:

1. Minimum decision height of 100 feet.


2. Approach at 39ο flaps.
3. One engine fails at the minimum decision height.
4. Speed at decision height equal to VREF+10 KCAS
5. The operating engine thrust setting is advanced to Go-around Thrust at 1.0 second
after the minimum decision height (full go-around thrust is achieved 8.0 seconds
after the thrust setting change).
6. The flap setting is changed from 39ο to 20ο at 2.0 seconds after the minimum
decision height (flaps are fully retracted to 20 degrees in 7.0 seconds after the flap
setting change).
7. The speed during the go-around is allowed to diminish to slightly in excess of VREF;
pitch angle is adjusted to hold the lowest speed (not less than VREF).
8. Gear retraction is initiated when a minimum rate-of-climb of 100 FPM is established
at a stable speed. The time required for gear retraction is 11.0 seconds.

EXAMPLE: Find the maximum allowable landing gross weight.


Given: Airport Ambient Temperature = 18οC
Airport Pressure Altitude = 10,000 feet
Headwind = 20 KT
Anti-icing OFF
Solution: Enter the MAXIMUM ALLOWABLE LANDING GROSS WEIGHT
PERMITTED BY CATEGORY II OPERATIONS, ANTI-ICING OFF chart at
18οC, proceed right to 10,000 feet, then down to the wind reference line,
follow the wind guidelines upward to the 20 KT wind component line, then
project straight down to read the maximum allowable landing gross weight of
66,500 pounds (30,164 KG).
NOTE: Compare solution weight with maximum landing weight established
in accordance with SECTION 1 – LIMITATIONS. For this example, this
comparison yields the maximum allowable landing gross weight of 58,500
pounds (26,536 KG).

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LANDING - DRY, WET OR CONTAMINATED RUNWAYS

Landing distances seen in the basic GIV FAA AFM are identified as landing distance (which is
unfactored, actual computed distance), and landing field lengths identified as intended
destination (dry), intended destination (wet) and alternate destination (wet & dry). The FAA
landing field lengths are computed distances that were increased by prescribed FAA adjustment
factors (1.67 for dry and 1.92 for wet) that are essentially equivalent to JAR-OPS 1 requirements
for dry and wet runways. Hence, landing charts from the basic GIV FAA AFM have been used
to produce JAR-OPS landing distances provided in the following charts, with an exception
relating to landing distance on an icy runway. Special limitations and conditions relating to
landing on icy runways are discussed below, but general conditions and procedures applicable to
normal and abnormal landings and discussed in the basic GIV FAA AFM should also be referred
to for JAR landing operations. Note that while there is some beneficial retardation due to RSC
(runway surface contamination) depths when present, no credit was taken for RSC depth and no
RSC correction grids are required for landing distances.

Landing distances on icy runways are computed distances that were factored by 1.15 in
accordance JAR-OPS 1 requirements. Computed distances are based on a very low braking
coefficient of 0.05 (wet ice) with or without credit for reverse thrust. Because of the significant
additional risks of landing on contaminated runways, landings on contaminated runways should
be avoided when maximum reverse thrust is not available on both engines. The following
additional considerations shall apply when landing on a contaminated runway:

1. Anti-skid system operative


2. No reduced flap landings on icy runways

Example: Determine JAR landing distances for a normal flap (39°) landing on dry, wet, or icy
runways.

Given: Landing Gross Weight ........................................................... 54,000 pounds (24,494 kg)


Airport Pressure Altitude .................................................................................. 4,000 feet
Automatic Ground Spoilers ........................................................................ OPERATIVE
Anti-Skid System ........................................................................................ OPERATIVE
Reverse Thrust (optional consideration for icy runways) ............................. As Indicated
Wind............................................................................................... +10 knots (headwind)

Solution: Dry Runway Landing Distance ....................................................... 5500 feet (1677 m)


Wet Runway Landing Distance ..................................................... 6300 feet (1921 m)
Icy Runway Landing Distance, No Reverse Thrust ..................... 13,960 feet (4256 m)
Icy Runway Landing Distance, One Engine Max Reverse .......... 10,870 feet (3314 m)
Icy Runway Landing Distance, Two Engines Max Reverse........... 9820 feet (2994 m)

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© 2000 Gulfstream Aerospace Corporation
All rights reserved, including the right to reproduce this publication. No part may be reproduced, stored in any
retrieval system, or transmitted in any part or form or by any means, electronic, photo-copying, microfilm,
microfiche, mechanical, or otherwise, without prior written permission of Gulfstream Aerospace Corporation.
Gulfstream IV
OPERATING MANUAL

JOINT AVIATION REQUIREMENTS OPERATIONS SUPPLEMENT


GIV OPERATING MANUAL SUPPLEMENT NO. GIV-OMS-02
LIST OF EFFECTIVE PAGES

SECTION PAGE DATE


CONTENTS 1 August 15, 2000
CONTENTS 2 August 15, 2000
GIV-OMS-02 1 August 15, 2000
GIV-OMS-02 2 August 15, 2000
GIV-OMS-02 3 August 15, 2000
GIV-OMS-02 4 August 15, 2000
GIV-OMS-02 5 August 15, 2000
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GIV-OMS-02 19 August 15, 2000
GIV-OMS-02 20 August 15, 2000
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GIV-OMS-02 22 August 15, 2000

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JOINT AVIATION REQUIREMENTS OPERATIONS SUPPLEMENT


GIV OPERATING MANUAL SUPPLEMENT NO. GIV-OMS-02
TABLE OF CONTENTS

SUBJECT PAGE
GENERAL ................................................................................................................ 1
Introduction ......................................................................................................... 1
ONE ENGINE INOPERATIVE CRUISE SPEED ...................................................... 3
TAKEOFF LINE-UP ALLOWANCE.......................................................................... 3
TAKEOFF ON CONTAMINATED RUNWAYS.......................................................... 3
Runway Surface Contamination ........................................................................ 4
REFERENCE ACCELERATE-STOP DISTANCE ................................................. 6
FLAPS 20°................................................................................................................... 6
FLAPS 10°................................................................................................................... 7
REFERENCE ACCELERATE-GO DISTANCE ..................................................... 8
FLAPS 20°................................................................................................................... 8
FLAPS 10°................................................................................................................... 9
CLIMB GRADIENT CORRECTIONS
FOR BANK ANGLES GREATER THAN 15 DEGREES......................................... 11
FLAPS 20° GRADIENT CORRECTION FOR STEADY BANKED TURN ........... 12
FLAPS 10° GRADIENT CORRECTION FOR STEADY BANKED TURN ........... 12
GO-AROUND GRADIENT LIMIT WEIGHT
FOR DECISION HEIGHTS LESS THAN 200 FEET............................................... 13
MAXIMUM ALLOWABLE LANDING GROSS
WEIGHT PERMITTED BY CATEGORY II OPERATIONS.................................. 14
APPROACH FLAPS 39°, ANTI-ICING OFF............................................................... 14
APPROACH FLAPS 39°, COWL ANTI-ICING ON..................................................... 15
APPROACH FLAPS 39°, COWL AND WING ANTI-ICING ON ................................. 16
LANDING - DRY, WET OR CONTAMINATED RUNWAYS.................................... 17
JAR-OPS LANDING DISTANCE......................................................................... 18
FLAPS 39°, ANTI-SKID SYSTEM OPERATIVE ........................................................ 18
FLAPS 39°, ANTI-SKID SYSTEM INOPERATIVE..................................................... 19
FLAPS 20°, ANTI-SKID SYSTEM OPERATIVE,
AUTOMATIC GROUND SPOILERS ARMED AND OPERATIVE............................... 20
FLAPS 10°, ANTI-SKID SYSTEM OPERATIVE,
AUTOMATIC GROUND SPOILERS ARMED AND OPERATIVE............................... 21
FLAPS 0°, ANTI-SKID SYSTEM OPERATIVE,
AUTOMATIC GROUND SPOILERS ARMED AND OPERATIVE............................... 22

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GIV OPERATING MANUAL SUPPLEMENT NO. GIV-OMS-02

GENERAL

Introduction:
This GIV Operating Manual Supplement is provided for compliance with the
requirements of Joint Aviation Requirements (JAR-OPS 1) per the Joint Aviation
Authorities. By reason of overriding Joint Aviation Authority requirements, this
supplement is not totally suitable for complying with United States Federal
Aviation Regulations.
Data provided in this supplement must be attached to the GIV(SP) Operating
Manual for JAR operations, and used in lieu of similar FAA-approved data seen in
the basic GIV(SP) Operating Manual. For all Limitations, Procedures and
Performance not contained in this supplement, consult the basic GIV(SP)
Operating Manual.

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ONE-ENGINE INOPERATIVE CRUISE SPEED

The operator should refer to the Preflight Planning and Performance Section of the Gulfstream
IV Operating Manual for the one-engine inoperative cruise speed capabilities based on maximum
continuous thrust. The information supplied will satisfy the requirement of JAR-OPS
1.485(a)(2).

TAKEOFF LINE-UP ALLOWANCE

The takeoff line-up allowance of the airplane is 100 ft and should be considered whenever
required takeoff field length is close to the distance available. This allowance is somewhat
conservative because it is larger than the actual minimum turning radius of 39.58 feet between
the main and nose landing gears when the nose gear is turned at the maximum steering angle.
Differential braking and asymmetric thrust should be used to achieve a minimal turn radius.
Takeoff distances required as computed using the GIV AFM do not include a line-up allowance.
Hence, the takeoff line-up allowance of 100 feet should be subtracted from the actual runway
length to determine the takeoff distance available.

TAKEOFF ON CONTAMINATED RUNWAYS

Takeoff distances computed using accelerate-go and accelerate-stop charts provided in the basic
GIV AFM make no allowance for wet or contaminated runways. Hence, the related AFM text
and charts seen in the Performance Section of the AFM are replaced by the following, revised
text and charts.
The Reference Accelerate-Go chart for 20° flaps provides adjustment grids to modify the actual
runway length available for runway clearway and slope, tailwind, cowl anti-icing bleeds on, cowl
and wing anti-icing bleeds on and RSC (runway surface contamination depth in equivalent inches
of water). The Reference Accelerate-Go chart for 10° flaps provides similar adjustment grids to
those of 20° flaps except that the adjustment grid for RSC is omitted. Takeoff with 10° flaps is
prohibited in significant RSC depth.
The Reference Accelerate-Stop chart for 20° flaps provides adjustment grids that modify the
accelerate-stop distance available (actual runway length plus stopway) to account for runway
slope, tailwind, cowl and wing anti-icing bleeds on, anti-skid system inoperative, RSC and RCR
(runway condition reading). Runway length adjustment for the use of cowl anti-icing is indicated
by the note on this chart. The Reference Accelerate-Stop chart for 10° flaps provides adjustment
grids similar to those of 20° flaps except that the adjustment grid for RSC is omitted. Takeoff
with 10° flaps is prohibited in significant RSC depth. Takeoff with 10° flaps is also prohibited
when the anti-skid system or automatic ground spoilers are inoperative.

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Runway Surface Contamination


Runway surface contamination, consisting of water, snow, slush or ice, reduces the tire-to-
runway friction coefficient and, if of significant depth, may substantially retard motion of the
aircraft. The tire-to-runway friction level is stated as an RCR level (Runway Condition Reading)
that can vary from a hard-dry surface (RCR = 23) to a slick ice condition (RCR = 5). When RCR
is not known, the following values should be assumed based on observed runway conditions:

RUNWAY ICAO BRAKING


CONDITION RCR ACTION DESIGNATION

Dry 23 Good
Wet 12 Medium
Icy 5 Poor

If the runway surface contamination (RSC) is of significant depth, the contamination depths may
be given as an RSC value (stated as equivalent water depth in tenths of an inch). Precipitation
depths of various contaminants equated to RSC value are seen below:

PRECIPITATION DEPTH - INCHES

DEPTH OF SLUSH DEPTH OF DRY RSC VALUE


OR HEAVY WET SNOW LOOSE SNOW (Water)
0.00 0.00 0.0
0.12 0.27 0.1
0.24 0.53 0.2
0.37 0.80 0.3

Takeoffs should not be attempted through areas of standing water more than 1.0 inch (2.54 cm)
that may produce engine flameout due to water ingestion. The air start ignition must be selected
"ON" for takeoff and landing on runways with standing water, slush or snow. Other limiting
conditions that must be observed for takeoffs when RSC is of significant depth are as follow:

1. Average level of RSC not greater than 0.3 (equivalent water depth in inches)
2. Runway ambient temperature not greater than ISA+20°C
3. Minimum takeoff decision speed not less than V1/VR = 0.80
4. Rated Takeoff Thrust (i.e., no reduced power takeoffs)
5. Flaps at 20° only
6. Anti-skid system operative
7. Automatic ground spoilers operative
8. Runway slope not greater than 1%
9. No Tailwind

NOTE: For RSC greater than 0.0, use RCR Wet correction (RCR = 12) in addition to RSC
correction in the flaps 20° Reference Accelerate – Stop Distance chart.

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The following example (refer to basic GIV AFM charts as necessary) illustrates a takeoff
performance computation on a wet, contaminated runway.

Example: Determine if field length limited for a given gross weight. If not limited by field
length, determine the possible range for V1/VR.

Given: Airport Ambient Temperature............................................................................-5°C


Airport Pressure Altitude ........................................................................... 6000 feet
Flaps .....................................................................................................................20°
Takeoff Gross Weight .................................................... 63,000 pounds (28,580 kg)
Available Runway Length (Actual less 100 ft line-up)........... 10,700 feet (3262 m)
Runway Slope........................................................................................+1% (uphill)
Stopway.......................................................................................... 400 feet (122 m)
Clearway......................................................................................... 600 feet (183 m)
Headwind .....................................................................................................10 knots
RCR............................................................................................................ 12 (Wet)
RSC ................................................................................................................... 0.17
Cowl and Wing Anti-Icing ................................................................................. ON
Anti-skid System ................................................................................. OPERATIVE
Ground Spoilers................................................................................... OPERATIVE

Solution:
A. Enter the Flaps 20° MAXIMUM ALLOWABLE TAKEOFF GROSS WEIGHT
chart at -5°C (see AFM), read right to the pressure altitude of 6000 feet and down to
an intercept with the takeoff gross weight of 63,000 pounds (28,580 kg).
B. At the Step A intercept, read an effective runway length required of 5300 feet
(1615 m).
C. Enter the Flaps 20° REFERENCE ACCELERATE-STOP DISTANCE chart with:
Accelerate-stop distance available = 11,100 feet (10,700 + 400) (3384 m)
Determine the reference accelerate-stop distance = 6450 feet (1967 m).
D. Enter the Flaps 20° REFERENCE ACCELERATE-GO DISTANCE chart with:
Available Runway Length = 10,700 feet (3262 m)
Determine the reference accelerate-go distance = 6500 feet (1982 m).
E. Enter the Flaps 20° RUNWAY LENGTH AND V1 ADJUSTMENTS chart (see
AFM) with the effective runway length = 5300 feet (1615 m). Any V1/VR ratio
along this line can be selected if it results in reference accelerate-stop and
accelerate-go distances less than those determined in steps C and D of this example.
V1/VR can range from 0.85 to 1.00. Refer to AFM Performance Section for
subsequent takeoff planning.

NOTE: Lower values of V1/VR can be used to reduce wear on the brakes if a stop is
necessary. For obstacle clearance, higher values of V1 may be used to reduce the
reference accelerate-go distance which determines reference zero. Moving the
reference zero point closer to brake release results in a greater horizontal distance
in which to clear the obstacle. See AFM Performance Section for limitations on
V1.

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CLIMB GRADIENT CORRECTIONS FOR BANK ANGLES GREATER THAN 15


DEGREES

The performance of the airplane in a steady banked turn which can be carried out in the takeoff
second segment is presented in the following tables as a gradient decrement. This decrement is
applied to the 400 foot net gradient obtained from the Available Net Gradient Takeoff
o
Second
Segment Climb chart. The speed increments shown for bank angles greater than 15 are to assure
that adequate stall margins are maintained during the turn. Interpolation should be used for bank
angles between those shown in the tables, or the next higher bank angle can be used for an easier
and more conservative solution.

o
EXAMPLE: Determine the available 400 foot net gradient for a 23 steady banked turn during
the takeoff second segment.
o
Given: Airport Ambient Temperature .................................................................................. -5 C
Airport Pressure Altitude .................................................................................. 6000 feeto
Flaps ............................................................................................................................ 20
Takeoff gross weight ............................................................ 72,000 pounds (32,659 kg)
Headwind.............................................................................................................10 knots
Cowl Anti-Icing ......................................................................................................... ON

Solution:
A. Determine
o
non-banked available 400 foot net gradient from the
Flaps 20 AVAILABLE NET GRADIENT, TAKEOFF SECOND
SEGMENT CLIMB chart equal to 3.52%.
o o
B. Determine from the Flaps 20 table
o
the gradient correction for a 20
bank is 0.76%. Likewise, the 25 bank correction is 1.14%.
o
C. Find the 23 bank correction by interpolation as follows:
Correction = (1.14 - 0.76) x (23 - 20) / (25 - 20) + 0.76 = 0.99%
D. Compute the available 400 foot net gradient = 3.52 - 0.99 = 2.53%

The more conservative approacho would be to use the next higher bank angle to obtain the
correction. In this example the 25 bank correction is 1.14% and the resulting available 400 foot
net gradient would be = 3.52 - 1.14 = 2.38%.

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o
FLAPS 20 GRADIENT CORRECTION FOR STEADY BANKED TURN:

BANK SPEED GRADIENT CORRECTION


o
15 V2 0.38
o
20 V2 + 5 kt 0.76
o
25 V2 + 10 kt 1.14

o
FLAPS 10 GRADIENT CORRECTION FOR STEADY BANKED TURN:

BANK SPEED GRADIENT CORRECTION


o
15 V2 0.36
o
20 V2 + 5 kt 0.72
o
25 V2 + 10 kt 1.08

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GO-AROUND GRADIENT LIMIT WEIGHT FOR DECISION HEIGHTS LESS THAN


200 FEET

Maximum landing gross weight is established by the Category II go-around requirements of an


engine failure that is assumed to occur at a minimum decision height of 100 feet. Landing
weight limitation charts provided meet the required 2.5% minimum climb gradient (contact with
the runway surface does not occur and the ICAO 1:40 Missed Approach Surface Criteria are
satisfied).

NOTE: Maximum landing weights established from the charts may be further limited in
accordance with SECTION 1 - LIMITATIONS.

Applicable Conditions:

1. Minimum decision height of 100 feet.


2. Approach at 39ο flaps.
3. One engine fails at the minimum decision height.
4. Speed at decision height equal to VREF+10 KCAS
5. The operating engine thrust setting is advanced to Go-around Thrust at 1.0 second
after the minimum decision height (full go-around thrust is achieved 8.0 seconds
after the thrust setting change).
6. The flap setting is changed from 39ο to 20ο at 2.0 seconds after the minimum
decision height (flaps are fully retracted to 20 degrees in 7.0 seconds after the flap
setting change).
7. The speed during the go-around is allowed to diminish to slightly in excess of VREF;
pitch angle is adjusted to hold the lowest speed (not less than VREF).
8. Gear retraction is initiated when a minimum rate-of-climb of 100 FPM is established
at a stable speed. The time required for gear retraction is 11.0 seconds.

EXAMPLE: Find the maximum allowable landing gross weight.


Given: Airport Ambient Temperature = 18οC
Airport Pressure Altitude = 10,000 feet
Headwind = 20 KT
Anti-icing OFF
Solution: Enter the MAXIMUM ALLOWABLE LANDING GROSS WEIGHT
PERMITTED BY CATEGORY II OPERATIONS, ANTI-ICING OFF chart at
18οC, proceed right to 10,000 feet, then down to the wind reference line,
follow the wind guidelines upward to the 20 KT wind component line, then
project straight down to read the maximum allowable landing gross weight of
66,500 pounds (30,164 KG).
NOTE: Compare solution weight with maximum landing weight established
in accordance with SECTION 1 – LIMITATIONS. For this example, this
comparison yields the maximum allowable landing gross weight of 66,000
pounds (29,937 KG).

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LANDING - DRY, WET OR CONTAMINATED RUNWAYS

Landing distances seen in the basic GIV FAA AFM are identified as landing distance (which is
unfactored, actual computed distance), and landing field lengths identified as intended
destination (dry), intended destination (wet) and alternate destination (wet & dry). The FAA
landing field lengths are computed distances that were increased by prescribed FAA adjustment
factors (1.67 for dry and 1.92 for wet) that are essentially equivalent to JAR-OPS 1 requirements
for dry and wet runways. Hence, landing charts from the basic GIV FAA AFM have been used
to produce JAR-OPS landing distances provided in the following charts, with an exception
relating to landing distance on an icy runway. Special limitations and conditions relating to
landing on icy runways are discussed below, but general conditions and procedures applicable to
normal and abnormal landings and discussed in the basic GIV FAA AFM should also be referred
to for JAR landing operations. Note that while there is some beneficial retardation due to RSC
(runway surface contamination) depths when present, no credit was taken for RSC depth and no
RSC correction grids are required for landing distances.

Landing distances on icy runways are computed distances that were factored by 1.15 in
accordance JAR-OPS 1 requirements. Computed distances are based on a very low braking
coefficient of 0.05 (wet ice) with or without credit for reverse thrust. Because of the significant
additional risks of landing on contaminated runways, landings on contaminated runways should
be avoided when maximum reverse thrust is not available on both engines. The following
additional considerations shall apply when landing on a contaminated runway:

1. Anti-skid system operative


2. Automatic ground spoilers operative
3. No reduced flap landings on icy runways

Example: Determine JAR landing distances for a normal flap (39°) landing on dry, wet, or icy
runways.

Given: Landing Gross Weight ........................................................... 54,000 pounds (24,494 kg)


Airport Pressure Altitude .................................................................................. 4,000 feet
Automatic Ground Spoilers ........................................................................ OPERATIVE
Anti-Skid System ........................................................................................ OPERATIVE
Reverse Thrust (optional consideration for icy runways) ............................. As Indicated
Wind............................................................................................... +10 knots (headwind)

Solution: Dry Runway Landing Distance ....................................................... 4830 feet (1473 m)


Wet Runway Landing Distance ..................................................... 5560 feet (1695 m)
Icy Runway Landing Distance, No Reverse Thrust ..................... 10,990 feet (3351 m)
Icy Runway Landing Distance, One Engine Max Reverse ............. 9360 feet (2854 m)
Icy Runway Landing Distance, Two Engines Max Reverse........... 8730 feet (2662 m)

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 2008 Gulfstream Aerospace Corporation
All rights reserved, including the right to reproduce this publication. No part may
be reproduced, stored in any retrieval system, or transmitted in any part or form
or by any means, electronic, photo-copying, microfilm, microfiche, mechanical,
or otherwise, without prior written permission of Gulfstream Aerospace
Corporation.
NOISE ABATEMENT DEPARTURE PROCEDURES
FOR JAA / EASA OPERATORS

LOG OF REVISIONS

Rev. Pages
Description of Revision Date
No. Revised

BASIC ISSUE GIV-OMS-04


July 10/08 Page i
NOISE ABATEMENT DEPARTURE PROCEDURES
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LIST OF EFFECTIVE PAGES

SECTION PAGE REV DATE


Front Matter i 0 July 10/08
Front Matter ii 0 July 10/08
Front Matter iii 0 July 10/08
Front Matter iv 0 July 10/08
Data Page 1 0 July 10/08
Data Page 2 0 July 10/08
Data Page 3 0 July 10/08
Data Page 4 0 July 10/08
Data Page 5 0 July 10/08
Data Page 6 0 July 10/08
Data Page 7 0 July 10/08
Data Page 8 0 July 10/08
Data Page 9 0 July 10/08
Data Page 10 0 July 10/08

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TABLE OF CONTENTS
SUBJECT PAGE

BACKGROUND .............................................................................. 1

INTRODUCTION ............................................................................. 1

OPERATIONAL LIMITATIONS ...................................................... 1


General ...................................................................................... 1
Takeoff....................................................................................... 2
Departure Climb ........................................................................ 2

NOISE ABATEMENT DEPARTURE CLIMB GUIDANCE ............. 4


General ...................................................................................... 4
Noise Abatement Departure Procedure 1 (NADP-1) –
Close In Noise Reduction .......................................................... 4
Noise Abatement Departure Procedure 2 (NADP-2) –
Distant Noise Reduction ............................................................ 5

ENGINE FAILURE CONSIDERATIONS ........................................ 7


General ...................................................................................... 7
Engine Failure During an NADP-2 Procedure........................... 7

STANDARD DEPARTURE PROCEDURE GUIDANCE ................ 7

APPENDIX A – DEMONSTRATED MANEUVER MARGINS ........ 9

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NOISE ABATEMENT DEPARTURE PROCEDURES
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BACKGROUND
EU-OPS 1.235 requires that operators establish operating procedures
for noise abatement during instrument flight operations in compliance
with ICAO PAN OPS Volume 1 (Doc 8168-Ops/611). Additionally, the
takeoff climb procedures for noise abatement specified for any one
airplane type should be the same for all airports. This Supplement
applies to all GIV airplanes with SPZ-8000 avionics operated under
EU-OPS 1.

INTRODUCTION
This supplement provides operating procedures for noise abatement
takeoff and climb procedures. Two noise abatement climb
procedures are presented along with considerations for engine failure
occurring during takeoff or while in the climb segment. The first
procedure which alleviates noise close to the departure airport is
referred to as Noise Abatement Departure Procedure 1 (NADP 1).
The second procedure which alleviates noise more distant from the
departure airport is referred to as Noise Abatement Departure
Procedure 2 (NADP 2). Finally, Standard Departure Procedure
guidance is offered as an alternative procedure that was
demonstrated during certification of the airplanes to which this
Supplement applies.
It is the Operator’s responsibility to be aware that certain airports
require specific noise abatement procedures to be followed which
differ slightly from the NADP 1 profile. These airports include but are
not limited to LFPO, LFPB, LSGG, LSZH, and URRR. Operators
should refer to the appropriate Noise Abatement or Airport Briefing
pages in the air navigation manuals for these special procedures.

OPERATIONAL LIMITATIONS

General
a. Noise abatement procedures based on this Supplement should
not be flown if noise benefits cannot be expected.
b. The pilot-in-command has the authority to decide not to execute
a noise abatement departure procedure if conditions preclude
the safe execution of the procedure.

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NOISE ABATEMENT DEPARTURE PROCEDURES
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Takeoff
Noise abatement procedures in the form of FLEX power takeoff
should not be required in adverse operating conditions including
when the following conditions exist:
a. Contaminated runway surface conditions including snow, slush,
ice, or standing water, or by mud, rubber, oil or other
substances.
b. Surface visibility is less than 1.9 km (1 NM)
c. Crosswind component, including gusts, exceeds 28 km/h (15 kt)
d. Tail wind component, including gusts, exceeds 9 km/h (5 kt), and
e. Windshear conditions have been reported or forecast or when
thunderstorms are expected to affect the approach or departure.
Note: The use of FLEX (reduced) power for takeoff is permitted with
cowl anti-ice selected on for takeoff.

Departure Climb
The standard airplane operating procedures ensure that safety of
flight operations is maintained while minimizing exposure to noise of
the ground. The following requirements need to be satisfied:
a. Noise abatement procedures shall not be executed below a
height of 240 m (800 ft) above airport elevation;
b. The noise abatement procedure specified by an Operator for any
one airplane type should be the same for all airports;
c. To minimize the impact on training while maintaining some
flexibility to address variations in the location of noise sensitive
areas, sufficient commonality shall exist between the departure
procedures specified by the Operator. There will be no more
than two departure procedures to be used by one Operator for
an airplane type, one of which should be identified as the normal
departure procedure, and the other as the noise abatement
departure procedure;
d. Normal departure procedures typically include general noise
reduction measures which encompass one of the two examples
shown under Noise Abatement Departure Climb Guidance;

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e. Conduct of noise abatement climb procedures is secondary to


the satisfaction of obstacle requirements;
f. All necessary obstacle data shall be made available to the
operator and the Procedure Design Gradient shall be observed;
g. The power settings to be used subsequent to the failure or shut-
down of an engine, or any other apparent loss of performance, at
any stage in the take-off or noise abatement climb are at the
discretion of the pilot-in-command and noise abatement
considerations no longer apply.
h. The minimum level of thrust for the flap configuration, after
power reduction, is defined as the lesser of the maximum climb
power and that level necessary to maintain the specified engine
inoperative minimum net climb gradient for the flaps
configuration of the airplane, in the event of loss of an engine,
without a throttle position increase by the pilot in command. The
minimum thrust level varies as a function of flap setting, altitude,
and airplane weight, therefore, this information must be provided
in the aircraft operating manual or airplane flight manual;
i. The power settings specified in the aircraft operating manual are
to take account of the need for engine anti-icing when applicable;
j. Noise abatement climb procedures are not to be used in
conditions where windshear warnings are extant or the presence
of windshear or downburst activity is suspected; and
k. The maximum acceptable body angle specified for an airplane
type shall not be exceeded.
Note: The SPZ-8000 flight director is fixed pitch in the takeoff mode
and can be adjusted to sync to the current pitch angle by using the
TCS button on the yoke. The crew should set a manual speed target
for takeoff at V2+10. Generally, when normal rotation rates are
maintained during takeoff, the actual aircraft speed will be V2+10 kt or
higher. Using the TCS button will sync the flight director command
bars to the pitch angle associated with the speed attained after
takeoff. It is recommended that the maximum pitch angle be
maintained at 17 degrees for passenger comfort. At light gross
weights, the actual aircraft speed may exceed V2+10 to 20 kt. This is
acceptable and does not negate the value of the noise abatement
procedure.

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NOISE ABATEMENT DEPARTURE CLIMB GUIDANCE

General
Airplane operating procedures for the take-off climb shall ensure that
the necessary safety of flight operations is maintained while
minimizing exposure to noise on the ground. The following two
examples of operating procedures for the climb have been developed
as guidance and are considered safe when the criteria listed above
are satisfied. The first procedure (NADP 1) is intended to provide
noise reduction for noise sensitive areas in close proximity to the
departure end of the runway. The second procedure (NADP 2)
provides noise reduction to areas more distant from the runway end.
The two procedures differ by whether the acceleration segment for
flap retraction is initiated prior to reaching the maximum prescribed
height or initiated at the maximum prescribed height.
Note: The indicated airspeed for the initial climb portion of the
departure prior to the acceleration segment is to be flown at a climb
speed of V2+10 to 20 kt.

Noise Abatement Departure Procedure 1 (NADP 1) – Close In


Noise Reduction
This procedure involves a power reduction at or above the prescribed
minimum altitude and delaying flap retraction until the prescribed
maximum altitude is attained. At the prescribed maximum altitude,
accelerate and retract flaps on schedule while maintaining a positive
rate of climb and complete the transition to normal en-route climb
speed.
The noise abatement procedure is not to be initiated at less than 240
m (800 ft) above departure airport level.
The use of FLEX (reduced) power takeoff procedure is highly
recommended and encouraged whenever takeoff conditions permit.
Refer to the FLEX Takeoff Supplement in the AFM for more details.
Additionally, the FMS TOLD (Takeoff and Landing Data) function will
automatically calculate the airplane performance when the FLEX
option is selected in the Takeoff Initialization pages.

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a. Prior to takeoff, set V2+10 kt as the MANual speed target on the


Guidance Panel. After takeoff from the departure airport, the
initial climb speed shall not be less than V2+10 kt. Actual aircraft
speed will be V2+10 kt or higher as a factor of normal rotation
rates at any takeoff weight.
b. On reaching an altitude at or above 240 m (800 ft) above
departure airport level, select climb power by selecting VNAV or
FLCH on the Guidance Panel. The autothrottle will then adjust
power to the climb rating. Maintain a climb speed of V2+10 to 20
kt with flaps in the take-off configuration. Should the Standard
Instrument Departure Procedure require a turn any time during
the departure, maintain a minimum speed of V2+10 kt while in
the turn.
Note: The use of VNAV is at the discretion of the PIC. Selecting
VNAV has two benefits. The first is that when VNAV is selected,
the vertical mode becomes VFLCH. The second benefit is that
use of VNAV/VFLCH will ease compliance with published SID
altitudes and reduce the probability of altitude excursions when
climbing at high rates of climb.
c. At no more than an altitude equivalent to 900 m (3,000 ft) above
departure airport level, while maintaining a positive rate of climb,
deselect MANual under the Guidance Panel Speed window and
accelerate and retract flaps on schedule. Limit bank angles to
15 degrees while the flaps are retracting until reaching a speed
greater than VREF on the speed tape.
d. At 900 m (3,000 ft) above departure airport level, transition to
normal en-route climb speed.

Noise Abatement Departure Procedure 2 (NADP 2) – Distant


Noise Reduction
This procedure involves initiation of flap retraction on reaching the
minimum prescribed altitude. The flaps are to be retracted on
schedule while maintaining a positive rate of climb. The power
reduction is to be performed with the initiation of the first flap
retraction or when the zero flap configuration is attained. At the
prescribed altitude, complete the transition to normal en-route climb
procedures.
The noise abatement procedure is not to be initiated at less than 240
m (800 ft) above departure airport level.

BASIC ISSUE GIV-OMS-04


July 10/08 Page 5
NOISE ABATEMENT DEPARTURE PROCEDURES
FOR JAA / EASA OPERATORS

The use of FLEX (reduced) power takeoff procedure is highly


recommended and encouraged whenever takeoff conditions permit.
Refer to the FLEX Takeoff Supplement in the AFM for more details.
Additionally, the FMS TOLD (Takeoff and Landing Data) function will
automatically calculate the airplane performance when the FLEX
option is selected in the Takeoff Initialization pages.

a. Prior to takeoff, set V2+10 kt as the MANual speed target on


the Guidance Panel. After takeoff from the departure airport,
the initial climb speed shall not be less than V2+10 kt. Actual
aircraft speed will be V2+10 kt or higher as a factor of normal
rotation rates at any takeoff weight.
b. On reaching an altitude equivalent to at least 240 m (800 ft)
above departure airport level, decrease aircraft body
angle/angle of pitch while maintaining a positive rate of climb,
select VNAV or FLCH on the Guidance Panel and accelerate
towards VZF (200 kt). Change the MANual speed target to
200 kt. The autothrottle will reduce power to the climb rating.
Retract flaps on schedule. Limit bank angle to 15 degrees
while the flaps are retracting until reaching a speed greater
than VREF on the speed tape.
Note: The use of VNAV is at the discretion of the PIC.
Selecting VNAV has two benefits. The first is that when
VNAV is selected, the vertical mode becomes VFLCH. The
second benefit is that use of VNAV/VFLCH will ease
compliance with published SID altitudes and reduce the
probability of altitude excursions when climbing at high rates
of climb.
c. Maintain a positive rate of climb and accelerate to and
maintain a climb speed of 200 kt until 900 m (3,000 ft) above
departure airport level.
d. On reaching 900 m (3,000 ft) above departure airport level,
deselect MANual under the Speed window on the Guidance
Panel and transition to normal en-route climb speed.

GIV-OMS-04 BASIC ISSUE


Page 6 July 10/08
NOISE ABATEMENT DEPARTURE PROCEDURES
FOR JAA / EASA OPERATORS

ENGINE FAILURE CONSIDERATIONS

General
All takeoff performance in the Airplane Flight Manual assumes that an
engine fails at or after V1. With this in mind, should an engine fail at
or after V1, the PF should follow the AFM procedures for an engine
failure during takeoff.
a. Maintain directional control.
b. After a positive rate of climb is established, call for gear retraction.
c. Climb at V2 to V2+10 kt until a minimum of 450 m (1,500 ft)
above the departure airport elevation before commencing the
Engine Failure Checklist. Should any turns be required as
mandated by ATC for terrain or traffic or as mandated by the
Standard Instrument Departure Procedure for terrain clearance
or airspace limitations, maintain a minimum speed of V2 to
V2+10 kt while in the turn.

Engine Failure During an NADP 2 Procedure


Should the engine failure occur during an NADP 2 procedure above
240 m (800 ft) during or after flap retraction, accelerate to VSE and
continue the climb using either climb power or MCT if necessary to
clear obstacles to a minimum of 450 m (1,500 ft) above the departure
airport elevation before commencing the Engine Failure Checklist.

STANDARD DEPARTURE PROCEDURE GUIDANCE


If the operational limitations above preclude the use of either the
NADP 1 or 2 procedures, the following guidance is offered. This
procedure was developed during the certification process for all of the
applicable models and meets noise abatement requirements at most
airports.
This procedure involves initiation of flap retraction on reaching the
minimum prescribed altitude. The flaps are to be retracted on
schedule while maintaining a positive rate of climb. The power
reduction is to be performed with the initiation of the first flap
retraction. At the prescribed altitude, complete the transition to
normal en-route climb procedures.

BASIC ISSUE GIV-OMS-04


July 10/08 Page 7
NOISE ABATEMENT DEPARTURE PROCEDURES
FOR JAA / EASA OPERATORS

The standard procedure is not to be initiated at less than 120 m (400


ft) above departure airport level. If turns are required by the Standard
Instrument Departure procedure, it is recommended that flap
retraction be delayed until the turns are completed and that the
minimum speed of V2+10 kt be maintained during all turns.
The use of FLEX (reduced) power takeoff procedure is highly
recommended and encouraged whenever takeoff conditions permit.
Refer to the FLEX Takeoff Supplement in the AFM for more details.
Additionally, the FMS TOLD (Takeoff and Landing Data) function will
automatically calculate the airplane performance when the FLEX
option is selected in the Takeoff Initialization pages.
a. Prior to takeoff, set V2+10 kt as the MANual speed target on the
Guidance Panel. After takeoff from the departure airport, the
initial climb speed shall not be less than V2+10 kt. Actual aircraft
speed will be V2+10 kt or higher as a factor of normal rotation
rates at any weight.
b. On reaching an altitude equivalent to at least 120 m (400 ft)
above departure airport level, select VNAV or FLCH on the
Guidance Panel while maintaining a positive rate of climb, and
accelerate to 200 kt. Change the MANual speed target to 200 kt.
The autothrottle will reduce power to the climb rating. Retract
flaps on schedule. Limit bank angle to 15 degrees while the
flaps are retracting until reaching a speed greater than VREF on
the speed tape.
Note: The use of VNAV is at the discretion of the PIC. Selecting
VNAV has two benefits. The first is that when VNAV is selected,
the vertical mode becomes VFLCH. The second benefit is that
use of VNAV/VFLCH will ease compliance with published SID
altitudes and reduce the probability of altitude excursions when
climbing at high rates of climb.
c. Maintain a positive rate of climb and accelerate to and maintain a
climb speed of 200 kt until 750 m (2,500 ft) above departure
airport level.
d. On reaching 750 m (2,500 ft) above departure airport level,
deselect MANual under the speed window on the Guidance
Panel and transition to normal en-route climb speed.

GIV-OMS-04 BASIC ISSUE


Page 8 July 10/08
NOISE ABATEMENT DEPARTURE PROCEDURES
FOR JAA / EASA OPERATORS

APPENDIX A – DEMONSTRATED MANEUVER MARGINS


During certification, all airplanes covered by this Supplement
demonstrated maneuver margins above the stick shaker speed as
required by JAR/CS 25.143(g) as noted in the Table A-1 below.

Configuration Speed Bank Angle Power Setting


Takeoff V2 30° Asymmetric
Takeoff V2+10 kt 40° All Engines Operating
En Route VSE 40° Asymmetric
Symmetric for 3°
Landing VREF 40°
Flight Path Angle

Table A-1

BASIC ISSUE GIV-OMS-04


July 10/08 Page 9
NOISE ABATEMENT DEPARTURE PROCEDURES
FOR JAA / EASA OPERATORS

This page intentionally left blank.

GIV-OMS-04 BASIC ISSUE


Page 10 July 10/08
FLIGHT OPERATIONS
Operating Manual Supplement
For GIV, G400, and G300 Airplanes
with STC ST04036AT-D and FMS NZ 6.1 Installed

Supplement Number GIV-OMS-05


Future Air Navigation System (FANS 1/A)
Automatic Dependent Surveillance (ADS-C)
Controller Pilot Data Link Communications (CPDLC)
Revision 2
November 12, 2018
_____________________________________________________
© 2018 Gulfstream Aerospace Corporation
All rights reserved, including the right to reproduce this publication. No
part may be reproduced, stored in any retrieval system, or transmitted in
any part or form or by any means, electronic, photo-copying, microfilm,
microfiche, mechanical, or otherwise, without prior written permission of
Gulfstream Aerospace Corporation.
OPERATING MANUAL SUPPLEMENT
FOR GIV, G400, AND G300 AIRPLANES GIV-OMS-05

LOG OF REVISIONS

Rev. Pages
Description of Revision Date
No. Revised

2 9 Deleted NOTE in Step C. AFN Logon. Nov 12/18

REVISION 2 GIV-OMS-05
Nov 12/18 FRONT MATTER Page i
OPERATING MANUAL SUPPLEMENT
GIV-OMS-05 FOR GIV, G400, AND G300 AIRPLANES

LIST OF EFFECTIVE PAGES

SECTION PAGE REV DATE


Front Matter i 2 Nov 12/18
Front Matter ii 2 Nov 12/18
GIV-OMS-05 1 2 Nov 12/18
GIV-OMS-05 2 2 Nov 12/18
GIV-OMS-05 3 2 Nov 12/18
GIV-OMS-05 4 2 Nov 12/18
GIV-OMS-05 5 2 Nov 12/18
GIV-OMS-05 6 2 Nov 12/18
GIV-OMS-05 7 2 Nov 12/18
GIV-OMS-05 8 2 Nov 12/18
GIV-OMS-05 9 2 Nov 12/18
GIV-OMS-05 10 2 Nov 12/18

TABLE OF CONTENTS
SUBJECT PAGE
1. Preface .................................................................................... 1
2. Introduction ............................................................................ 1
3. ATS Facilities Notification (AFN) .......................................... 2
4. Automatic Dependent Surveillance (ADS) .......................... 3
5. References .............................................................................. 4
6. Compliance with DO-258A .................................................... 5
7. Approval for NAT Operation ................................................. 5
8. Approval for Oceanic and Remote Operation ..................... 5
9. Authorization for Use of FANS 1/A Data Link ..................... 5
10. Preflight Considerations ....................................................... 6
11. Inflight Considerations .......................................................... 6

GIV-OMS-05 REVISION 2
Page ii FRONT MATTER Nov 12/18
OPERATING MANUAL SUPPLEMENT
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FANS 1/A CPDLC/ADS-C


1. Preface
This supplement is applicable to GIV, G400, and G300 airplanes
equipped with Honeywell SPZ-8000 or SPZ-8400 avionics and
FMS NZ 6.1 navigation system with integrated CPDLC datalink
and ADS-C installed by STC ST-4036AT-D.
2. Introduction
The FMS Air Traffic Control (ATC) Datalink function provides the
following Future Air Navigation System (FANS 1/A) Air Traffic
Services (ATS) applications: ATS Facilities Notification (AFN),
Automatic Dependent Surveillance (ADS) and Controller Pilot Data
Link Communications (CPDLC). CPDLC is also known as ATC
Comm.
The ATS Facilities Notification (AFN) function allows the pilot to log
on to an ATC center to begin CDPLC and/or ADS operations.
The Automatic Dependent Surveillance (ADS) function allows an
ATC center to request the aircraft to automatically transmit, via a
datalink, aircraft data derived from on-board navigation systems
(FMS).
NOTE: ADS refers to Automatic Dependent Surveillance – Addressed
(ADS-A) and/or Automatic Dependent Surveillance – Contract (ADS-C),
which are synonymous. Automatic Dependent Surveillance – Broadcast
(ADS-B) has been included in a separate certification.
ADS uses the various systems on board the aircraft to provide
aircraft position, velocity, intent, and meteorological data. These
data can be transmitted to the ATS provider system (ATC Center)
for estimating and predicting aircraft position.
The Controller Pilot Data Link Communication (CPDLC) application
is an ATS application in which pilots and controllers exchange
messages via data link. CPDLC includes a set of
clearance/information/request message elements which
correspond to existing phraseology employed by current Air Traffic
Control procedures.

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3. ATS Facilities Notification (AFN)


When the pilot initiates an AFN LOGON, the FMS informs the
ground ATC facility of the location of the aircraft and its ATS
capability. The initial notification message transmitted to the
ground ATC facility includes:
• The four character ICAO code for the ATC facility to which the
pilot wishes to log on, as entered in the LOGON TO field on the
CDU ATC LOGON/STATUS page
• Flight ID, as displayed in the FLT ID field on the ATC
LOGON/STATUS page
NOTE: Refer to Appendix E of the Gold Manual for AFN LOGO
information.
• Aircraft Registration (Tail No.), as displayed in the TAIL NO field
on the ATC LOGON/STATUS page. The Tail No. is contained in
the CMU Personality Module (PM).
• Time (UTC)
• Aircraft position (FMS Present Position Latitude / Longitude)
• Aircraft ADS and CPDLC capability
The FMS also provides the capability for an active ATC Center to
request the aircraft to notify (automatically logon to) the next ATC
Center. This capability is known as an AFN Handoff.
The pilot can logon from any FMS; however, only the Master FMS
transmits AFN messages. The Master FMS is the displayed FMS
on the coupled side (left or right). FMS 1 is normally the master
FMS for FANS 1/A operations.
If an ATC LOGON is not accepted by the ATC center within 10
minutes, the “RE-LOG ON TO ATC CENTER” CDU scratchpad
message is displayed and the pilot should attempt the logon again.
If the logon is not accepted by the ATC facility after the second
logon attempt, the pilot should revert to voice communications.
The pilot interface with the AFN function is provided by the ATC
LOGON/STATUS CDU page. The procedure for logging onto an
ATC facility is described in the Honeywell FMZ SERIES Pilots
Guide - Flight Management System (FMS) for the Gulfstream GIV
Software Version NZ 6.1, Section 6, Future Air Navigation System
(FANS Option).

GIV-OMS-05 REVISION 2
Page 2 Nov 12/18
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FOR GIV, G400, AND G300 AIRPLANES GIV-OMS-05

4. Automatic Dependent Surveillance (ADS)


ADS reports are generated in response to commands, called
contract requests, issued by the ATS provider system (ATC
Center). The contract identifies the types of information and the
conditions under which reports are to be transmitted from the
aircraft.
Three types of contract reporting have been defined: periodic
contract, event contract, and demand contract. The aircraft can
also initiate emergency reporting, which is a special case of
periodic reporting. In response to a periodic contract, the aircraft
assembles and transmits a message containing the fields at the
interval specified in the contract request. Event contracts define
certain events (e.g., waypoint change) which will cause a report to
be sent, independent of any periodic contracts in effect. One
demand contract is sent each time it is commanded from the ATS
provider system.
Within the contract request, several different data groups may be
specified. These include the basic position report, which contains
three-dimensional position and time, and additional on-request
groups.
When an ADS Waypoint Change event contract is active, position
report data will be sent when the aircraft reaches the bisector of
the angles at a flight plan waypoint (this corresponds to the VNAV
sequence point).
An ATS Provider may issue multiple simultaneous contracts to a
single aircraft, including one periodic and one event contract, which
may be supplemented by any number of demand contracts. The
pilot interface used to view the active ADS periodic and event
contracts is provided by the ADS REVIEW CDU pages. Up to four
separate ATS Provider systems can initiate ADS contracts
simultaneously with the aircraft.
Additional information on ADS is provided in the Honeywell FMZ
SERIES Pilots Guide - Flight Management System (FMS) for the
Gulfstream GIV Software Version NZ 6.1, Section 6, ADS Review
Pages.

REVISION 2 GIV-OMS-05
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5. References
The following references provide additional information and
guidance material on FANS 1/A operation.

Gulfstream GIV Airplane Flight Manual Supplement


CE41 406M001
Honeywell FMZ SERIES Pilots Guide - Flight Honeywell
Management System (FMS) for the Gulfstream GIV Document
Software Version NZ 6.1
Honeywell CMU Pilot Guide with CDU for Legacy Honeywell
Systems Including NZ 6.1 FANS Document
Honeywell GDC Services Reference Guide CMU for Honeywell
Aircraft with Airline Modifiable Information (AMI) Document
PN69001246-5XX and 69002682-5XX
Interoperability Requirements for ATS Applications RTCA DO-
Using ARINC 622 Data Communications (FANS 1/A 258A
Interop Standard), RTCA Inc.
FANS 1/A Compliance Matrix to DO-258A for Honeywell
Honeywell FMS NZ 6.1 Systems Document
Global Operational Data link Document, and Later Version 2.0
ICAO Approved Versions Effective
26 April, 2013
Operational Authorization Process for Use of Data AC 120-70B as
Link Communication System revised
Guidelines for Design Approval of Aircraft Data AC 20-140
Communications Systems
Software Considerations in Airborne Systems and RTCA DO-
Equipment Certification, RTCA Inc. 178B
Air/Ground Character-Oriented Protocol ARINC
Specification, AEEC, Aeronautical Radio, Inc. Specification
618-5
ACARS Protocols for Avionic End Systems, AEEC, ARINC
Aeronautical Radio, Inc. Specification
619-2
ATS Data Link Applications Over ACARS Air-Ground ARINC
Network, AEEC, Aeronautical Radio, Inc. Specification
622-4

GIV-OMS-05 REVISION 2
Page 4 Nov 12/18
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FOR GIV, G400, AND G300 AIRPLANES GIV-OMS-05

6. Compliance with DO-258A


The Gulfstream GIV Airplanes equipped with Honeywell SPZ-
8000/8400 avionics and FMS NZ 6.1 navigation system with
integrated CPDLC datalink and ADS-C installed by STC
ST04036AT-D complies with the interoperability requirements of
RTCA DO-258A for AFN, ADS, and CPDLC operations, as noted
in the Honeywell document FANS 1/A Compliance Matrix to DO-
258A for Honeywell FMS NZ 6.1 Systems, with the clarifications
and deviations listed.

7. Approval for NAT Operation


The Gulfstream GIV Airplanes equipped with Honeywell SPZ-
8000/8400 avionics and FMS NZ 6.1 navigation system with
integrated CPDLC datalink and ADS-C installed by STC
ST04036AT-D, has completed the FCMS CPDLC/ADS trials, met
the interoperability requirements for FANS 1/A, and has been
accepted into the NAT FANS service. The proper data link
capability must be noted on the filed ICAO flight plan.

8. Approval for Oceanic and Remote Operation


The Gulfstream GIV Airplanes equipped with Honeywell SPZ-
8000/8400 avionics and FMS NZ 6.1 navigation system with
integrated CPDLC datalink and ADS-C installed by STC
ST04036AT-D are also approved for oceanic and remote operation
in areas outside the NAT. The proper datalink capability must be
noted on the filed ICAO flight plan.

9. Authorization for Use of FANS 1/A Data Link


Prior to using FANS 1/A data link, operators may be required to
obtain a data link authorization with the State of registry in
accordance with their rules and means of compliance (e.g., FAA
AC 120-70B as revised). This operational authorization should
address flight crew training and qualification, maintenance, MEL,
user modifiable software, service agreements with Communication
Service Provider (CSP), and procedures for submitting problem
reports and data to the Data Link Monitoring Agency (DLMA). It
should also ensure that aircraft equipment has been approved for
the intended use in accordance with airworthiness requirements
and related means of compliance (e.g., FAA AC 20-140).

REVISION 2 GIV-OMS-05
Nov 12/18 Page 5
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GIV-OMS-05 FOR GIV, G400, AND G300 AIRPLANES

10. Preflight Considerations

A. Minimum Equipment List


1) The following minimum equipment is required for
CPDLC/ADS-C operations. The aircrew should verify
availability of this equipment during preflight.
• FMS (LNAV, VNAV, and ATC)
• Autopilot (AP) or Flight Director (FD)
• Primary Flight Display (PFD)
• Map display
• Communications Management Unit (CMU)
• SATCOM with ICAO Safety Services Certification
(Honeywell MCS-7000 is the only approved satellite data
system currently available for the GIV). VHF Datalink
Radio may be used in regions of VHF coverage.

B. VHF and SATCOM Availability


1) During preflight, the aircrew should verify that the CMF
indicates both VHF (if operative and VHF coverage is
available) and SATCOM functions are available.
2) VHF and SATCOM availability is displayed on the CMU
DATALINK MGR 2/2 page:
a. Select DLK, SYSTEM, DATALINK MGR.
b. Verify VHF Available and SATCOM Available.
NOTE: The system does not use HF datalink.

11. Inflight Considerations

A. Communications Functions
1) The aircrew should verify operation of these functions
throughout the flight:
• VHF datalink, when in a region with VHF coverage
• Transition to SATCOM when exiting VHF coverage

GIV-OMS-05 REVISION 2
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OPERATING MANUAL SUPPLEMENT
FOR GIV, G400, AND G300 AIRPLANES GIV-OMS-05

• Transition to VHF when entering a VHF region


NOTE: If using SATCOM exclusively, VHF operation is not
applicable.
2) CMU selection of VHF or SATCOM, for datalink
transmissions, is displayed on the AOC STATUS 2/6 page:
a. Select DLK, STATUS.
b. Verify Datalink GND VHF or SAT UHF.
3) VHF or SATCOM operability can be confirmed by a GDC (or
other service provider) TEST. To perform a GDC TEST
(when not on the AOC STATUS 1/3 page):
a. Select NAV, DATALINK, ACARS, GDC MENU 2/2,
STATUS 2/6, GDC TEST, SEND*.
b. Verify that the datalink status changes to SENDING.
c. Verify that a “TEST UPLINK” scratchpad message is
displayed. (The message may be viewed by pressing
RETURN, GDC MENU, and then selecting NEW
MESSAGES).
NOTE: In the unlikely event that the system does not switch
correctly from VHF to SATCOM, the ADS WPT CHG (position)
reports may not be sent to ATC. Performing a GDC TEST prior
to the reporting point will verify that communications are active.
4) If the CMU STATUS page continues to display Datalink GND
VHF and does not transition to SAT UHF when the aircraft is
outside VHF coverage, the aircrew should perform the
following procedure:
a. Select NAV, DATALINK, ACARS, ATS, SYS MENU, to
access the CMU DATALINK MGR 1/2 page.
b. Select DATA REGIONS.
c. Select a different geographic region than the current
selection.
d. Select RETURN TO AUTO*.
e. Select RETURN.
f. Select DATALINK MGR 2/2.

REVISION 2 GIV-OMS-05
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GIV-OMS-05 FOR GIV, G400, AND G300 AIRPLANES

g. Verify Datalink SAT UHF.


h. Perform a SATCOM test to confirm SATCOM operability.

5) If the CMU STATUS page continues to indicate SAT UHF


and does not transition to Datalink GND VHF when the
aircraft is back inside VHF coverage, the aircrew should
perform the following procedure:
a. Select NAV, DATALINK, ACARS, ATS, SYS MENU to
access the CMU DATALINK MGR 1/2 page.
b. Select DATA REGIONS.
c. Select a different geographic region than the current
selection.
d. Select RETURN TO AUTO*.
e. Select RETURN.
f. Select DATALINK MGR 2/2.
g. Verify Datalink GND VHF.
h. Perform a VHF test to confirm VHF operability.

6) Ten minutes prior to AFN Logon, the aircrew may:


a. Perform a GDC test to verify datalink availability.

B. CDU Interface
1) The Master FMS is the displayed FMS on the coupled side
(left or right). The Master FMS determines which CDU is the
primary interface choice when interacting with CPDLC
Uplinks. Consideration should be given to the FMS
Operating mode such as Dual, Initiated Transfer, etc. when
determining which CDU is selected for the CPDLC/ADS-C
interface. For example, if the FMS’s are in Independent
mode, only the Master FMS shall be used for CPDLC/
ADS-C.

GIV-OMS-05 REVISION 2
Page 8 Nov 12/18
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FOR GIV, G400, AND G300 AIRPLANES GIV-OMS-05

C. AFN Logon

1) Initial Logon:
Fifteen to 45 minutes prior to entering the FIR boundary
(some FIRs may have reduced time windows) the flight crew
should initiate an AFN Logon. For flights departing from
airports adjacent to, or underlying CPDLC/ADS-C Airspace,
the pilot should logon prior to departure (within the time
requirement) or after departure and above 10,000 feet.
For logon, the flight crew should enter the four character
ICAO identifier for the initial FIR/OCA (the first oceanic
region) using Honeywell GDC Services Reference Guide
CMU for Aircraft with Airline Modifiable Information (AMI)
PN69001246-5XX and 69002682-5XX.

D. ADS Contracts
When ATC transmits an ADS contract(s), the ADS status
changes to ACTIVE on the ATC LOGON/STATUS page. When
ADS is ACTIVE, the ADS REVIEW prompt is displayed on the
ATC INDEX. See Honeywell GDC Services Reference Guide
CMU for Aircraft with Airline Modifiable Information (AMI)
PN69001246-5XX and 69002682-5XX.
ADS Periodic (e.g. MET data) and Event (e.g. WPT CHG)
Contracts can be viewed on the ADS REVIEW pages. See
Honeywell GDC Services Reference Guide CMU for Aircraft
with Airline Modifiable Information (AMI) PN69001246-5XX and
69002682-5XX.
NOTE: An individual FIR/OCA may issue multiple ADS contracts.
Refer to Appendix E of the Gold Manual for AFN LOGO information.

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E. Emergency Operation

When a CPDLC EMERGENCY message is sent, the ADS


system will automatically go to Emergency mode. When ADS
Emergency mode is activated and a normal periodic contract
exists before the creation of Emergency mode, its reporting rate
is retained and applied to the default emergency periodic
contract. When a normal periodic contract does not exist before
the creation of Emergency mode, a default emergency periodic
contract will be established.
NOTE: If ADS EMERGENCY is inadvertently selected on the ATC
LOGON/STATUS page, the aircrew should turn ADS EMERGENCY
OFF and either send a CPDLC free text message “ADS RESET”, or
contact ATC via HF radio to cancel the emergency.

GIV-OMS-05 REVISION 2
Page 10 Nov 12/18
FLIGHT OPERATIONS
Operating Manual Supplement
For GIV Through G550 Airplanes

Supplement Number GAC-OMS-01:


Operations In Extremely Cold Temperatures

Basic Issue
December 5, 2006

Type: Abnormal Procedures


Applicability: All Gulfstream GIV-G550 Airplanes

This Operating Manual Supplement provides additional


procedures, techniques, or information recommended for the operations
of Gulfstream GIV-G550 airplanes under abnormal conditions.
 2006 Gulfstream Aerospace Corporation
All rights reserved, including the right to reproduce this publication. No part may
be reproduced, stored in any retrieval system, or transmitted in any part or form
or by any means, electronic, photo-copying, microfilm, microfiche, mechanical,
or otherwise, without prior written permission of Gulfstream Aerospace
Corporation.
OPERATING MANUAL SUPPLEMENT
ADVISORY DATA ONLY GAC-OMS-01

LOG OF REVISIONS

Rev. Pages
Description of Revision Date
No. Revised

BASIC ISSUE GAC-OMS-01


Dec 5/06 FRONT MATTER Page 1
OPERATING MANUAL SUPPLEMENT
GAC-OMS-01 ADVISORY DATA ONLY

LIST OF EFFECTIVE PAGES

SECTION PAGE REV DATE


Front Matter 1 0 Dec 5/06
Front Matter 2 0 Dec 5/06
GAC-OMS-01 1 0 Dec 5/06
GAC-OMS-01 2 0 Dec 5/06
GAC-OMS-01 3 0 Dec 5/06
GAC-OMS-01 4 0 Dec 5/06

TABLE OF CONTENTS
SUBJECT PAGE

General ............................................................................................1
Introduction.................................................................................1
Scope .........................................................................................1
Applicability ................................................................................1
Incorporation ..............................................................................1
General.......................................................................................1

Section 0: Preface ..........................................................................2

Section 1: Limitations....................................................................2

Section 2: Normal Procedures......................................................2

Section 3: Abnormal Procedures .................................................4

Section 4: Emergency Procedures...............................................4

Section 5: Performance .................................................................4

GAC-OMS-01 BASIC ISSUE


Page 2 FRONT MATTER Dec 5/06
OPERATING MANUAL SUPPLEMENT
ADVISORY DATA ONLY GAC-OMS-01

GENERAL
Introduction
This Operating Manual Supplement (OMS) provides information for
takeoff and landing operations of the Gulfstream aircraft in ambient
temperature conditions colder than those delineated in the Airplane
Flight Manual, Limitations section, shown in the figure titled
ALTITUDE/TEMPERATURE OPERATING ENVELOPE. This
supplement removes minimum temperature limits for takeoff and
landing, contingent on following the procedures specified herein.

Scope
The procedures contained in this OMS have neither been flight-
tested nor demonstrated to any regulatory agency. This OMS pro-
vides “best practices” guidance from Gulfstream Flight Operations.

Applicability
This supplement applies to the following “large cabin” Gulfstream
airplanes, specifically the commercial series GIV, G300, G400,
G350, G450, GV, G500 and G550.

Incorporation
Operators wishing to incorporate this data should place this
supplement in the “Operating Manual Supplements” section of their
Airplane Flight Manual.
NOTE: Airplane Flight Manual (AFM) section numbers, as
mentioned in this OMS, may vary depending on model. All
sections, however, are included in each AFM.

General
Extreme cold temperatures, below those specified in the aircraft’s
normal operating envelope may affect normal operations in the
following areas: performance calculations, performance computer
operation, engine operations, autothrottle operation, and aircraft
climb performance.

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Dec 5/06 OPERATIONS IN EXTREMELY COLD TEMPERATURES Page 1
OPERATING MANUAL SUPPLEMENT
GAC-OMS-01 ADVISORY DATA ONLY

SECTION 0: PREFACE
This supplement has been prepared by the Gulfstream Aerospace
Corporation for use by operators who wish to perform takeoff and
landing operations in extreme cold ambient temperature conditions
and provides the manufacturer’s recommendations for these
operations.

SECTION 1: LIMITATIONS
Section 1, Limitations, Altitude/Temperature Operating Envelope is
amended to show the minimum temperature limits as -70° C
(GIV/G300/G400/G350/G450) and -80° C (GV/G500/G550) at all
altitudes, provided procedures in this supplement are complied
with.

SECTION 2: NORMAL PROCEDURES


In extremely cold ambient temperatures, the entire aircraft should
be kept in a heated hangar until just before APU and engine start to
insure fluids and seals are at close to normal operating
temperatures. Once the aircraft has been moved out of the hangar,
the APU should be started and warm ECS air applied to the interior
and avionics with minimal delay. All procedures in Operating
Manual Section 07-01-20, Cold Weather Operations, should be
complied with. Engine start and takeoff should likewise be
accomplished with minimal delay to avoid cold-soaking of the
engines.
Takeoff and landing performance numbers are not available for
temperatures below those within the normal temperature operating
envelope of the aircraft. Operators should use the performance
numbers for the coldest temperatures shown on the performance
charts when calculating takeoff and landing distances, approach
climbs, single engine performance, etc. This will provide
conservative estimates of takeoff and landing performance.
The performance computer may not provide takeoff data at
extremely low temperatures. Operators should use the tabulated or
chart-derived data from the Quick Reference Handbook (QRH)
and/or AFM for the coldest temperature listed and set VSPEEDS
manually on the display controllers.

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OPERATING MANUAL SUPPLEMENT
ADVISORY DATA ONLY GAC-OMS-01

At extreme cold temperatures, denser air will increase engine


thrust available. Operators should use caution and move power
levers slowly to avoid exceeding engine temperature and LP/HP
speed limits.
Autothrottles may not function at temperatures below the normal
operating limits. On takeoff, pilots should set the power manually,
referring to the engine limits posted on the cockpit overhead panel.
EPR settings for the coldest temperatures shown in the QRH/AFM
tables should be used as maximum takeoff power settings. This
should provide a comfortable margin to avoid exceeding engine
limits. At some point during the climb, autothrottles, if not available
for takeoff, should become available as the aircraft climbs into the
normal altitude/temperature operating envelope.
On arrival at airfields with extremely low ambient temperatures,
autothrottles may disengage as the aircraft descends out of the
normal aircraft temperature/altitude operating envelope. Pilots
should use small, slow power lever movements to control thrust.
On landing, pilots should likewise use slow power lever movements
to establish reverse thrust.

SECTION 3: ABNORMAL PROCEDURES


No change.

SECTION 4: EMERGENCY PROCEDURES


No change.

SECTION 5: PERFORMANCE
No change.

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OPERATING MANUAL SUPPLEMENT
GAC-OMS-01 ADVISORY DATA ONLY

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Page 4 OPERATIONS IN EXTREMELY COLD TEMPERATURES Dec 5/06
 2008 Gulfstream Aerospace Corporation
All rights reserved, including the right to reproduce this publication. No part may
be reproduced, stored in any retrieval system, or transmitted in any part or form
or by any means, electronic, photo-copying, microfilm, microfiche, mechanical,
or otherwise, without prior written permission of Gulfstream Aerospace
Corporation.
NOISE ABATEMENT DEPARTURE PROCEDURES
FOR JAA / EASA OPERATORS

LOG OF REVISIONS

Rev. Pages
Description of Revision Date
No. Revised

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NOISE ABATEMENT DEPARTURE PROCEDURES
FOR JAA / EASA OPERATORS

LIST OF EFFECTIVE PAGES

SECTION PAGE REV DATE


Front Matter i 0 July 10/08
Front Matter ii 0 July 10/08
Front Matter iii 0 July 10/08
Front Matter iv 0 July 10/08
Data Page 1 0 July 10/08
Data Page 2 0 July 10/08
Data Page 3 0 July 10/08
Data Page 4 0 July 10/08
Data Page 5 0 July 10/08
Data Page 6 0 July 10/08
Data Page 7 0 July 10/08
Data Page 8 0 July 10/08
Data Page 9 0 July 10/08
Data Page 10 0 July 10/08

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TABLE OF CONTENTS
SUBJECT PAGE

BACKGROUND .............................................................................. 1

INTRODUCTION ............................................................................. 1

OPERATIONAL LIMITATIONS ...................................................... 1


General ...................................................................................... 1
Takeoff....................................................................................... 2
Departure Climb ........................................................................ 2

NOISE ABATEMENT DEPARTURE CLIMB GUIDANCE ............. 4


General ...................................................................................... 4
Noise Abatement Departure Procedure 1 (NADP-1) –
Close In Noise Reduction .......................................................... 4
Noise Abatement Departure Procedure 2 (NADP-2) –
Distant Noise Reduction ............................................................ 5

ENGINE FAILURE CONSIDERATIONS ........................................ 7


General ...................................................................................... 7
Engine Failure During an NADP-2 Procedure........................... 7

STANDARD DEPARTURE PROCEDURE GUIDANCE ................ 7

APPENDIX A – DEMONSTRATED MANEUVER MARGINS ........ 9

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NOISE ABATEMENT DEPARTURE PROCEDURES
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BACKGROUND
EU-OPS 1.235 requires that operators establish operating procedures
for noise abatement during instrument flight operations in compliance
with ICAO PAN OPS Volume 1 (Doc 8168-Ops/611). Additionally, the
takeoff climb procedures for noise abatement specified for any one
airplane type should be the same for all airports. This Supplement
applies to all GIV (G300/400) with SPZ-8400 avionics, GV, G350/450,
and G500/550 airplanes operated under EU-OPS 1.

INTRODUCTION
This supplement provides operating procedures for noise abatement
takeoff and climb procedures. Two noise abatement climb
procedures are presented along with considerations for engine failure
occurring during takeoff or while in the climb segment. The first
procedure which alleviates noise close to the departure airport is
referred to as Noise Abatement Departure Procedure 1 (NADP 1).
The second procedure which alleviates noise more distant from the
departure airport is referred to as Noise Abatement Departure
Procedure 2 (NADP 2). Finally, Standard Departure Procedure
guidance is offered as an alternative procedure that was
demonstrated during certification of the airplanes to which this
Supplement applies.
It is the Operator’s responsibility to be aware that certain airports
require specific noise abatement procedures to be followed which
differ slightly from the NADP 1 profile. These airports include but are
not limited to LFPO, LFPB, LSGG, LSZH, and URRR. Operators
should refer to the appropriate Noise Abatement or Airport Briefing
pages in the air navigation manuals for these special procedures.

OPERATIONAL LIMITATIONS

General
a. Noise abatement procedures based on this Supplement should
not be flown if noise benefits cannot be expected.
b. The pilot-in-command has the authority to decide not to execute
a noise abatement departure procedure if conditions preclude
the safe execution of the procedure.

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NOISE ABATEMENT DEPARTURE PROCEDURES
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Takeoff
Noise abatement procedures in the form of FLEX power takeoff
should not be required in adverse operating conditions including
when the following conditions exist:
a. Contaminated runway surface conditions including snow, slush,
ice, or standing water, or by mud, rubber, oil or other
substances.
b. Surface visibility is less than 1.9 km (1 NM)
c. Crosswind component, including gusts, exceeds 28 km/h (15 kt)
d. Tail wind component, including gusts, exceeds 9 km/h (5 kt), and
e. Windshear conditions have been reported or forecast or when
thunderstorms are expected to affect the approach or departure.
Note: The use of FLEX (reduced) power for takeoff is permitted with
cowl anti-ice selected on for takeoff.

Departure Climb
The standard airplane operating procedures ensure that safety of
flight operations is maintained while minimizing exposure to noise of
the ground. The following requirements need to be satisfied:
a. Noise abatement procedures shall not be executed below a
height of 240 m (800 ft) above airport elevation;
b. The noise abatement procedure specified by an Operator for any
one airplane type should be the same for all airports;
c. To minimize the impact on training while maintaining some
flexibility to address variations in the location of noise sensitive
areas, sufficient commonality shall exist between the departure
procedures specified by the Operator. There will be no more
than two departure procedures to be used by one Operator for
an airplane type, one of which should be identified as the normal
departure procedure, and the other as the noise abatement
departure procedure;
d. Normal departure procedures typically include general noise
reduction measures which encompass one of the two examples
shown under Noise Abatement Departure Climb Guidance;

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NOISE ABATEMENT DEPARTURE PROCEDURES
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e. Conduct of noise abatement climb procedures is secondary to


the satisfaction of obstacle requirements;
f. All necessary obstacle data shall be made available to the
operator and the Procedure Design Gradient shall be observed;
g. The power settings to be used subsequent to the failure or shut-
down of an engine, or any other apparent loss of performance, at
any stage in the take-off or noise abatement climb are at the
discretion of the pilot-in-command and noise abatement
considerations no longer apply.
h. The minimum level of thrust for the flap configuration, after
power reduction, is defined as the lesser of the maximum climb
power and that level necessary to maintain the specified engine
inoperative minimum net climb gradient for the flaps
configuration of the airplane, in the event of loss of an engine,
without a throttle position increase by the pilot in command. The
minimum thrust level varies as a function of flap setting, altitude,
and airplane weight, therefore, this information must be provided
in the aircraft operating manual or airplane flight manual;
i. The power settings specified in the aircraft operating manual are
to take account of the need for engine anti-icing when applicable;
j. Noise abatement climb procedures are not to be used in
conditions where windshear warnings are extant or the presence
of windshear or downburst activity is suspected; and
k. The maximum acceptable body angle specified for an airplane
type shall not be exceeded.
Note: The flight director system will limit maximum pitch angle to 17
degrees in the takeoff mode at light weight. The automatic speed
target for takeoff will set the speed at V2.. Generally, when normal
rotation rates are maintained during takeoff, the speed target will
change to V2+10 kt and actual aircraft speed will be V2+10 kt or
higher. The flight director will generate pitch targets to maintain the
speed target. At light gross weights, the actual aircraft speed will
exceed V2+10. This is acceptable and does not negate the value of
the noise abatement procedure.

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NOISE ABATEMENT DEPARTURE PROCEDURES
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NOISE ABATEMENT DEPARTURE CLIMB GUIDANCE

General
Airplane operating procedures for the take-off climb shall ensure that
the necessary safety of flight operations is maintained while
minimizing exposure to noise on the ground. The following two
examples of operating procedures for the climb have been developed
as guidance and are considered safe when the criteria listed above
are satisfied. The first procedure (NADP 1) is intended to provide
noise reduction for noise sensitive areas in close proximity to the
departure end of the runway. The second procedure (NADP 2)
provides noise reduction to areas more distant from the runway end.
The two procedures differ by whether the acceleration segment for
flap retraction is initiated prior to reaching the maximum prescribed
height or initiated at the maximum prescribed height.
Note: The indicated airspeed for the initial climb portion of the
departure prior to the acceleration segment is to be flown at a climb
speed of V2+10 to 20 kt.

Noise Abatement Departure Procedure 1 (NADP 1) – Close In


Noise Reduction
This procedure involves a power reduction at or above the prescribed
minimum altitude and delaying flap retraction until the prescribed
maximum altitude is attained. At the prescribed maximum altitude,
accelerate and retract flaps on schedule while maintaining a positive
rate of climb and complete the transition to normal en-route climb
speed.
The noise abatement procedure is not to be initiated at less than 240
m (800 ft) above airport level.
The use of FLEX (reduced) power takeoff procedure is highly
recommended and encouraged whenever takeoff conditions permit.
Refer to the FLEX Takeoff Supplement in the AFM for more details.
Additionally, the FMS TOLD (Takeoff and Landing Data) function will
automatically calculate the airplane performance when the FLEX
option is selected in the Takeoff Initialization pages.

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NOISE ABATEMENT DEPARTURE PROCEDURES
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a. After takeoff from the departure airport, the initial climb speed
shall not be less than V2+10 kt. Actual aircraft speed will be
V2+10 kt or higher as a factor of normal rotation rates at any
takeoff weight.
b. On reaching an altitude at or above 240 m (800 ft) above
departure airport level, select MANual under the Guidance Panel
Speed window then select climb power by selecting VNAV or
FLCH on the Guidance Panel. The autothrottle will then adjust
power to the climb rating. Maintain a climb speed of V2+10 to 20
kt with flaps in the take-off configuration. Should the Standard
Instrument Departure Procedure require a turn any time during
the departure, maintain a minimum speed of V2+10 kt while in
the turn.
Note: The use of VNAV is at the discretion of the PIC. Selecting
VNAV has two benefits. The first is that when VNAV is selected,
the vertical mode becomes VFLCH. The second benefit is that
use of VNAV/VFLCH will ease compliance with published SID
altitudes and reduce the probability of altitude excursions when
climbing at high rates of climb.
c. At no more than an altitude equivalent to 900 m (3,000 ft) above
departure airport level, while maintaining a positive rate of climb,
deselect MANual under the Guidance Panel Speed window and
accelerate and retract flaps on schedule. Limit bank angles to
15 degrees while the flaps are retracting until reaching a speed
greater than VREF on the speed tape.
d. At 900 m (3,000 ft) above departure airport level, transition to
normal en-route climb speed.

Noise Abatement Departure Procedure 2 (NADP 2) – Distant


Noise Reduction
This procedure involves initiation of flap retraction on reaching the
minimum prescribed altitude. The flaps are to be retracted on
schedule while maintaining a positive rate of climb. The power
reduction is to be performed with the initiation of the first flap
retraction or when the zero flap configuration is attained. At the
prescribed altitude, complete the transition to normal en-route climb
procedures.
The noise abatement procedure is not to be initiated at less than 240
m (800 ft) above airport level.

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NOISE ABATEMENT DEPARTURE PROCEDURES
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The use of FLEX (reduced) power takeoff procedure is highly


recommended and encouraged whenever takeoff conditions permit.
Refer to the FLEX Takeoff Supplement in the AFM for more details.
Additionally, the FMS TOLD (Takeoff and Landing Data) function will
automatically calculate the airplane performance when the FLEX
option is selected in the Takeoff Initialization pages.
a. After takeoff from the departure airport, the initial climb speed
shall not be less than V2+10 kt. Actual aircraft speed will be
V2+10 kt or higher as a factor of normal rotation rates at any
weight.
b. On reaching an altitude equivalent to at least 240 m (800 ft)
above departure airport level, decrease aircraft body angle/angle
of pitch while maintaining a positive rate of climb, retract the
flaps and accelerate towards VZF (200 kt). Doing so will result in
the automatic speed target changing to 200 kt. Select MANual
under the Speed window on the Guidance Panel when the speed
target is 200. Select VNAV or FLCH on the Guidance Panel.
The autothrottle will reduce power to the climb rating. Limit
bank angle to 15 degrees while the flaps are retracting until
reaching a speed greater than VREF on the speed tape.
Note: The use of VNAV is at the discretion of the PIC. Selecting
VNAV has two benefits. The first is that when VNAV is selected,
the vertical mode becomes VFLCH. The second benefit is that
use of VNAV/VFLCH will ease compliance with published SID
altitudes and reduce the probability of altitude excursions when
climbing at high rates of climb.
c. Maintain a positive rate of climb and accelerate to and maintain
a climb speed of 200 kt until 900 m (3,000 ft) above airport
level.
d. On reaching 900 m (3,000 ft) above departure airport level,
deselect MANual under the Speed window on the Guidance
Panel and transition to normal en-route climb speed.

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NOISE ABATEMENT DEPARTURE PROCEDURES
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ENGINE FAILURE CONSIDERATIONS

General
All takeoff performance in the Airplane Flight Manual assumes that an
engine fails at or after V1. With this in mind, should an engine fail at
or after V1, the PF should follow the AFM procedures for an engine
failure during takeoff.
a. Maintain directional control.
b. After a positive rate of climb is established, call for gear retraction.
c. Climb at V2 to V2+10 kt until a minimum of 450 m (1,500 ft)
above the departure airport elevation before commencing the
Engine Failure Checklist. Should any turns be required as
mandated by ATC for terrain or traffic or as mandated by the
Standard Instrument Departure Procedure for terrain clearance
or airspace limitations, maintain a minimum speed of V2 to
V2+10 kt while in the turn.

Engine Failure During an NADP 2 Procedure


Should the engine failure occur during an NADP 2 procedure above
240 m (800 ft) during or after flap retraction, accelerate to VSE and
continue the climb using either climb power or MCT if necessary to
clear obstacles to a minimum of 450 m (1,500 ft) above the departure
airport elevation before commencing the Engine Failure Checklist.

STANDARD DEPARTURE PROCEDURE GUIDANCE


If the operational limitations above preclude the use of either the
NADP 1 or 2 procedures, the following guidance is offered. This
procedure was developed during the certification process for all of the
applicable models and meets noise abatement requirements at most
airports.
This procedure involves initiation of flap retraction on reaching the
minimum prescribed altitude. The flaps are to be retracted on
schedule while maintaining a positive rate of climb. The power
reduction is to be performed with the initiation of the first flap
retraction. At the prescribed altitude, complete the transition to
normal en-route climb procedures.

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NOISE ABATEMENT DEPARTURE PROCEDURES
FOR JAA / EASA OPERATORS

The standard procedure is not to be initiated at less than 120 m (400


ft) above airport level. If turns are required by the Standard
Instrument Departure procedure, it is recommended that flap
retraction be delayed until the turns are completed and that the
minimum speed of V2+10 kt be maintained during all turns.
The use of FLEX (reduced) power takeoff procedure is highly
recommended and encouraged whenever takeoff conditions permit.
Refer to the FLEX Takeoff Supplement in the AFM for more details.
Additionally, the FMS TOLD (Takeoff and Landing Data) function will
automatically calculate the airplane performance when the FLEX
option is selected in the Takeoff Initialization pages.
a. After takeoff from the departure airport, the initial climb speed
shall not be less than V2+10 kt. Actual aircraft speed will be
V2+10 kt or higher as a factor of normal rotation rates at any
weight.
b. On reaching an altitude equivalent to at least 120 m (400 ft)
above departure airport level, select VNAV or FLCH on the
Guidance Panel while maintaining a positive rate of climb, and
accelerate to 200 kt. Retract flaps on schedule. The automatic
speed target will change to 200 kt and the autothrottle will reduce
power to the climb rating. Limit bank angle to 15 degrees while
the flaps are retracting until reaching a speed greater than VREF
on the speed tape.
Note: The use of VNAV is at the discretion of the PIC. Selecting
VNAV has two benefits. The first is that when VNAV is selected,
the vertical mode becomes VFLCH. The second benefit is that
use of VNAV/VFLCH will ease compliance with published SID
altitudes and reduce the probability of altitude excursions when
climbing at high rates of climb.
c. Maintain a positive rate of climb and accelerate to and maintain a
climb speed of 200 kt until 750 m (2,500 ft) above airport level.
d. On reaching 750 m (2,500 ft) above departure airport level,
transition to normal en-route climb speed.

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NOISE ABATEMENT DEPARTURE PROCEDURES
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APPENDIX A – DEMONSTRATED MANEUVER MARGINS


During certification, all airplanes covered by this Supplement
demonstrated maneuver margins above the stick shaker speed as
required by JAR/CS 25.143(g) as noted in the Table A-1 below.

Configuration Speed Bank Angle Power Setting


Takeoff V2 30° Asymmetric
Takeoff V2+10 kt 40° All Engines Operating
En Route VSE 40° Asymmetric
Symmetric for 3°
Landing VREF 40°
Flight Path Angle

Table A-1

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